Gate mechanism



Oct. 2,1923. 1,469,351

G.- M. ALLARD I GATE MECHANISM Filed April 12. 1923 2 Sheets-Sheet l 36 when Oct. 2 1923. 1,469,351

G. M. ALLARD GATE MECHANISM Filed April 12,1923 2 sheets-Sheet 2 844/0014 boa 3 Ge07ye% wand Patented Oct. 2, 1923.

UNITED STATES GEORGE M. ALLARD, OF SPOKANE, WASHINGTON.

GATE MECHANISM.

Application filed April 12, 1923.

To all whom it may concern:

Be it known that I, Gnonen M. ALLARD, a citizen of the United States, residing at Spokane, in the county of Spokane and State of \Vashington, have invented new and useful Improvements in Grate Mechanism, of which the following is a specification.

This invention relates to improvements in gate mechanisms especially designed for use at rail road crossings.

Now in accordance with my invention, I consider the road way as a travel way, and the rail road as a travel way, the same intersecting or cross one another, and my improved gate mechanism is adapted to be disposed at such intersection for the dual purpose of arresting traffic on one travel way, when the gates are in one position, and arresting traffic on the other travel way when the gates are in another position. Thus, it will be seen that my device relates to that type in which the gates are never in a nonfunctioning position but always in a functioning position.-

A further feature of novelty resides in means for positively moving the gates from one position to another, the return movement being by gravity.

A further feature of novelty resides in operating means for the gates which is wholly enclosed and concealed from view, and likewise protected from climatic interference. This feature involves a novel form of hood for the gate which moves therewith and also covers a portion of the gate mechanism.

My invention has many other features of novelty which will be more fully described in connection with the accompanying drawings and which will be more particularly pointed out in and by the appended claims.

In the drawings Fig. 1, is a plan view diagrammtically illustrating an installation of my gate mecha nism on an intersection of a road way and a single track railway, two gates functioning in the dual capacity of protecting both travel ways.

Fig. 2, is a plan view showing an installation at an intersection of a road way with a double track railway, wherein four gates are employed.

Fig. 3, is an enlarged sectional view on line 33 of Fig. 1, showing the gate in the position which it will seek by. gravity.

Fig. 4, is a similar view showing the gate Serial 1T0. 631,618.

turned ninety degrees from the position shown in Fig. 3.

Like characters of reference designate similar parts throughout the different figures of the drawings.

I will first describe the installations shown in Figs. 1 and 2, then I will describe the specific structure of the gate mechanism shown in Figs. 8 and 4, and finally,Iwill describe the manner of effecting operation of the gates.

First referring to Fig. 1, 1 designates the roadway and 2 and 3, the rails of a railway track, these respectively travel ways intersecting as clearly indicated. I have shown the fences along the railway at 4, 5, 6 and 7. In this installation, I employ two gates, with mechanism for each, and as the gate structures are alike in structure and operation, only one need be described in detail although they will be generally designated by different numerals 8 and 9. The gate 8, is mounted to swing in a horizontal plane about a post structure 10, as a vertical axis, either to the full line position where it protects the railway, or to the dotted line posi tion where it protects the roadway. Likewise, gate 9, is mounted on a post structure 11, located at the opposite side of the intersection, and about which gate 9, can swing horizontally from the full line to the dotted line position. In either position, the gates are in a travel way protecting position. I have shown the fences along side the railway arranged so that when the gates are in the full line position shown, they co-operate with the fences to block entrance of cat tle along the rail way. W hen the gates are in the dotted line position, they arrest travel on the roadway 1, and open the way for travel along the railway. I

In the modified form shown in Fig. 2, I employ four gates, or in other words I show how four gates can be used where the reach would be too great for either of two gates, and would tend to make them of too great weight to be readily operated. Thus, in Fig, 2, instead of disposing gate post structures at diagonally opposite corners of the intersection, I dispose gate posts 12, 13, 14 and 15, at each corner of the intersection. Post 12, has a gate 16, and respectively for the remaining posts gates 17, 18 and 19 are provided. Suitable stops 20 to 27, limit swinging movement of the gates this modified form, the operation is the same as in Fig. 1.

I will next refer to Figs. 3 and l, and will describe the specific construction of the gate structure. 1

This structure includes a post 34, rigidly mounted on a base 35. This base 35. is fixed to the bottom of a housing 36, which is sunk below the ground level with its top 37, sub stantially at the ground level. A supporting flange 38, may be formed integ all with said post and it will be seen that this -flange is disposed at an angle to the horizontal. A gate sleeve 39, is freely slidable and rotatable on said post and is securely fixed to the upper member l0 of the fabricated gate 8. The exact construction of the gate is not important, and may be as shown in Fig. 3.

The lower member 41, of said gate is fixed to a supporting and elevating sleeve 42. which is also freely slidable and rotatable on said post. The lower portion of sleeve l2 has a bearing flange 43, resting on. flange -38, and correspondingly inclined. Said flange as, has an arm as, to which a cable 45, is attached. It will be noted that the top d6, of housing 37, has a sleeve 47, which surrounds the post 34, and extends slightly above the ground level. The post 84, is equipped with a hood 48, supported on the gate 8, and having its lower end 49 extending around sleeve 4. .7 in a manner to prevent rain and snow from gaining'access to housing 37.

The coaction of flanges 38 and l3, elevates gate 8, as the latter is swung ninety degrees from the full line position shown in F 1 to the dotted line position, and this movement of the gate is positively eilected, in a manner to be later described. I prefer to positively actuate the gate from a track to a road protecting position rather than vice versa. Due to elevation oil the gate, the latter, will, because of the inclined flanges, return to a track protecting position as shown in full lines, by gravity. I do not wish to be limited to this precise means as other specific means within the purview of the claims might be substituted tl'iereior. Because the hood 48 is rigidly mounted on the gate 8, it will partake 0t this turning and elevating position of the gate and will al ways shroud the same.

In Fig. l, I haveshown the gate elevated and turned and it will be noted. that because the gate only moves ninety degrees,

therefore it will inevitably return to the;

position shown in Fig, 3. It binding triction proves too great, anti-friction bearings may be employed, but this is a mere matter of mechanical shill.

I will next describe the motor or motive means tor swinging-the gates.

The cable 4.5, is trained about a pulley 50, which is rotatably and vertically 'slidable on a spindle 51, suitably lined in the housing 37. Shoulders 52, limit vertical movement oi? the pulley. The remaining end of said cable is connected with the core 53, oi. an electric motor such'as a solenoid provided with a coil 54, into which said core 53 is drawn, when circuit is closed. A stop limits outward movement of said core so that the cable can never slacken suit ficiently to become free from the grooved pulley 50. It will now be clear that-when the solenoids are energized, the gates 8 and 9, will be positively swung trom the full to the dotted line positionsshown inllig. 1, and that when the solenoids are die-energized, the gates will return by gravity to the full line positions. The steps, previously deed ed, wiil limit movement of the gates in either direction.

will next describe the circuit whereby the mechanism is electrically energized and de energized.

e ection ot the track extending across the intersection, is insulated oil indicated at 56. A. source of current is shown at 57, and one pole thereof is connected with rails 3, by wire The other pole is connected by wire 59 with one of the solenoid windings 54:. A wire 60, leads from said soleo. A wire 61, leads from the gate 8 solenoid 5 1, to track 2. Now it will be clear that as the first wheels of a train vehicle enter the insulated section, the circuit will be closed, and both solenoids, or rather all solenoids will he energized and the gates will be swung trom the full line to the dotted line positions. the dotted line position until the'wheels of the last coach leave the insulated section, whereupon, the circuit will be opened and the gates will. return bygravity from the dotted line to the full line position.

To prevent burning outtlie solenoid coils, I may interpose a resistance 62, as shown in Fig. 1. The connection 63, is shown pivoted, and arm 64, on the core 53, may serve to shift the contact connection 63, into an open circuit position so that current will noid to the solenoid for the opposite gate.

They will be held in flow through the resistance 62, after the gates have been moved to the dotted line position. The amount of current passing through the coils, by way of the resistance, will be sufiicient to retain the gates in the dotted line osition after they have been moved to sue position.

I do not make any claim to the precise electrical circuit for energizing the solenoids, as the novelty of my invention resides in the gates and the structure thereof, with means broadly, for actuating said gates.

It is believed that the device of my invention will be fully understood from the foregoing description and I do not wish to be limited thereto except for such limitations as the claims may import.

I claim:

1. A gate mechanism for railway and highway intersections comprising in combination, a plurality of gates normally movable by gravity into a position across said railway, and train initiated means for causing said gates to move from a position across said railway into a position across said highway and be retained in said position until the train has passed the intersection, said means being thereupon released to permit said gates to swing by gravity back into a position across said rail way.

2. A gate mechanism for railway and highway intersections comprising in combination, a plurality of gates normally movable by gravity into a position across the railway, stops for retaining said gates beyond such position, train initiated means for causing said gates to move from a position across said railway into a position across said highway, and stops for limiting movement of said gates toward said last named position.

3. A gravity gate mechanism for intersecting travel ways comprising in combination, a post having an inclined supporting flange, a gate sleeved on said post and having a correspondingly-inclined flange whereby when said gate is turned it will be elevated and will return to its initial position when released, and train initiated means for moving said gate against the action of gravity.

4:. A gravity gate mechanism for intersecting travel ways comprising in combination, a post member, a gate member turnable on said post member, said members having coacting means for elevating said gate when the latter is turned whereby when said gate is released it will return to its initial position by gravity, and train initiated means for moving said gate against the action of gravity.

5. A gate mechanism for intersecting travel ways comprising in combination, a housing sunk in the ground and having a tubular extension projecting above the ground, a post fixedly mounted in said housing and extending upwardly through said tubular extension, a gate above the ground and having a sleeve connection with said post and said sleeve connection extending downwardly through said tubular extension into said housing, train initiated means in said housing connected with said sleeve connection for actuating said gate, and a protecting hood carried by said gate and shrouding said post and exteriorly telescoping said tubular extension to prevent rain and snow from entering said housing.

In testimony, that I claim the foregoing as my own, I hereby afiix my signature.

GEORGE M. ALLARD. 

